Transportation using network of unmanned aerial vehicles

ABSTRACT

Embodiments described herein include a delivery system having unmanned aerial delivery vehicles and a logistics network for control and monitoring. In certain embodiments, a ground station provides a location for interfacing between the delivery vehicles, packages carried by the vehicles and users. In certain embodiments, the delivery vehicles autonomously navigate from one ground station to another. In certain embodiments, the ground stations provide navigational aids that help the delivery vehicles locate the position of the ground station with increased accuracy.

PRIORITY CLAIM AND RELATED APPLICATIONS

This application claims a priority benefit under 35 U.S.C. §119(e) fromU.S. Provisional Patent Application No. 61/644,978, filed on May 9,2012, titled “Unmanned Aircraft System,” U.S. Provisional PatentApplication No. 61/644,983, filed on May 9, 2012, titled “System andMethod for Transportation of Good Using Unmanned Aircraft Vehicle,” andU.S. Provisional Patent Application No. 61/693,191, filed on Aug. 24,2012, titled “System and Method for Transportation of Good UsingUnmanned Aircraft Vehicle.” The present application incorporates theforegoing disclosures herein by reference.

FIELD

The present disclosure relates to systems and methods for transportationof goods using autonomous and/or remotely piloted unmanned aircraftvehicles. In particular, the disclosure provides a flexible, adaptable,modular and scalable logistics system and architecture fortransportation of goods and/or people by unmanned aircraft vehicles.

BACKGROUND

Modern local transportation networks rely heavily on groundinfrastructure for the transportation of goods and people. More thanhalf of the earth's population now lives in cities, with more than halfa billion people living in megacities with populations exceeding 10million people. In these high-density urban environments demand onground transportation infrastructure has increased and continues toincrease to the point that many metropolitan areas are heavily congestedand road transportation networks are very inefficient. For example, theTexas Transportation Institute estimated that, in 2000, the 75 largestmetropolitan areas experienced 3.6 billion vehicle-hours of delay,resulting in 5.7 billion gallons (21.6 billion liters) in wasted fueland $67.5 billion in lost productivity. Traffic congestion is increasingin major cities and delays are becoming more frequent in smaller citiesand rural areas. The inefficiencies are also dramatic in cities in manyemerging countries or other locations where ground infrastructure hasnot scaled quickly enough to follow the population increase or thegrowth in the economy. In these places a new, scalable method oftransportation that would reduce the demand on road infrastructure wouldbe very desirable

At the same time, road infrastructure is non-existent or, at best,underdeveloped in many places in the developing world. More that oneBillion people do not have access to all season roads today and aredisconnected from all social and economic activity for some part of theyear: they are unable to receive medicine or critical supplies reliablyand they cannot get their goods to market in order to create asustainable income. In Sub-Saharan Africa, for instance, 85% of roadsare unusable in the wet season. Investments are being made, but at thecurrent rate of investment, it's estimated it's going to take thesenations more than 50 years to catch up.

In much of the developed world, the cost efficiencies of many couriersystems rely on the ‘spoke-hub’ distribution model. For example, to shipa package between two neighboring districts in a city, a vehicle has topick up the parcel, take it to the sorting center (a facility usuallyseveral miles away from the city center), then back into the city centerto deliver it to the destination. This model works well for reducing thecost of shipment where it's possible to aggregate packages that share abig part of the journey from origin to destination; it becomesinefficient though, if the ability to aggregate is diminished, as is thecase in ‘last mile’ delivery problems.

At the same time personalized and decentralized access to informationhas become ubiquitous enabled by the expansion of the Internet andwireless telephony. Access to physical goods, however, remains hinderedby the sometimes inflexible, inefficient (in energy, time and cost)transportation solutions of the present day. Modern digitalconnectedness amplifies the need for disruption of the current way goodsand people are transported. Modern transportation solutions havesignificantly lagged behind the digital revolution.

SUMMARY

Certain embodiments of the present disclosure include methods andsystems for air transportation of goods and/or people using autonomousand/or remotely piloted unmanned aircraft vehicles (UAV). In particular,the systems include the following components: autonomous electric flyingvehicles, automated ground stations, and logistics software thatoperates the system.

In certain embodiments, the delivery system comprises one or moreunmanned delivery vehicles configured for autonomous navigation, aplurality of ground stations configured to communicate with the one ormore unmanned delivery vehicles and provide location information to theone or more unmanned delivery vehicles to aid in locating a groundstation location and a processor configured to identify a route from afirst of the plurality of ground stations to a second of the pluralityof ground stations based on geographic data and providing the route tothe one or more unmanned delivery vehicles for use in the autonomousnavigation from the first to the second ground station. In anembodiment, the one or more unmanned delivery vehicles are aerialvehicles. In some embodiments the aerial vehicles comprise a fixed wingand one or more rotors.

In embodiments, the aerial vehicles comprise a package interface capableof accepting a package for transport on the delivery system. In certainembodiments, the aerial vehicles comprise safety measures for protectingthe package. In embodiments, the safety measures include one or more ofa parachute or an airbag.

In certain embodiments, the processor is configured to recognize demandpatterns and position the one or more unmanned delivery vehicles in alocation to meet the demand pattern. In an embodiment, the logisticssystem authorizes the route for the one or more unmanned deliveryvehicles. In an embodiment, the information provided by the groundstations is a pattern on a landing pad. In certain embodiments, thedelivery system further comprises a plurality of batteries for the oneor more unmanned delivery vehicles.

In an embodiment, the plurality of ground stations stores and chargesthe plurality of batteries for the one or more unmanned deliveryvehicles. In an embodiment, the geographic data is a series of waypointsfor use with a global navigation satellites system. In certainembodiments, the information provided by the ground station allows theone or more unmanned delivery vehicles to identify the ground stationlocation with greater accuracy than is provided by the waypoints.

In certain embodiments, a ground station is used for a delivery systemof unmanned aerial vehicles, the ground station comprising a landinglocation configured to receive one or more unmanned aerial deliveryvehicles, a communications interface configured to communicate with theone or more unmanned delivery vehicles and at least one additionalground station, and a guidance measure configured to assist the one ormore unmanned delivery vehicles in locating the landing location. Incertain embodiments, the guidance measure comprises a pattern printed onthe landing location. In an embodiment, the guidance measure comprisesan ultra-wideband beacon. In certain embodiments, the ground stationfurther comprises a weather monitoring system. In some embodiments, theweather monitoring system is capable of measuring the wind speed. In anembodiment, the ground station further comprises a robotic system forchanging batteries of the one or more unmanned delivery vehicles. In anembodiment, the landing location comprises a cavity capable ofphysically containing a package.

In certain embodiments, the ground station is portable. In embodiments,the ground station further comprises a solar panel capable of providingpower to the ground station. In an embodiment, the ground stationfurther comprises a charger capable of charging batteries of the one ormore unmanned delivery vehicles. In an embodiment, the system forguiding comprises a series of waypoints for use with a global navigationsatellites system. In an embodiment, the system for guiding furthercomprises a beacon that allows the one or more unmanned deliveryvehicles to identify a ground station location with greater accuracythan is provided by the waypoints. In an embodiment, the system forguiding further comprises a pattern printed on the landing location.

In certain embodiments, a computer system manages a delivery system ofunmanned aerial vehicles comprising one or more hardware processors incommunication with a computer readable medium storing software modulesincluding instructions that are executable by the one or more hardwareprocessors, the software modules including at least: a vehicle routingmodule that determines a route between a first ground station and asecond ground station for an unmanned aerial vehicle; a vehicle trackingmodule that provides the current location of an unmanned aerial vehicle;a package routing module that determines a delivery path for a package,the delivery path including the first and second plurality of groundstations; a package tracking module providing the current location ofthe package on the delivery path; and a route authorization module thatconditionally authorizes the unmanned aerial vehicle to fly the routebetween the first and second ground stations to move the package alongthe delivery path for the package.

In an embodiment, the software modules further comprise a weathermonitoring module configured to determine appropriate flying conditionsbetween the first and second ground station and communicate with theroute authorization module to authorize the flight when the conditionsare appropriate. In an embodiment, the vehicle routing module includesstored information from a successful flight of the unmanned aerialvehicle while under the control of a pilot. In an embodiment, the routeauthorization module is configured to refuse to authorize a flight basedon a user command.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings and the associated descriptions are provided toillustrate embodiments of the present disclosure and do not limit thescope of the claims.

FIG. 1 shows an embodiment of a delivery or transportation system usinga network of unmanned aerial vehicles and its components, includingground stations, an unmanned aerial vehicle, and a logistics network.

FIG. 2A shows a perspective view of an embodiment of an unmanned aerialvehicle.

FIG. 2B shows an exploded perspective view of the unmanned aerialvehicle of FIG. 2A.

FIG. 2C shows a perspective view of an embodiment of an unmanned aerialvehicle.

FIG. 2D shows a bottom perspective view of an embodiment of an unmannedaerial vehicle with a removable battery.

FIG. 2E shows a bottom perspective view of an embodiment of an unmannedaerial vehicle with a package payload.

FIG. 2F shows a bottom perspective view of an embodiment of an unmannedaerial vehicle with a camera payload.

FIG. 3A shows a perspective view of an embodiment of a ground station.

FIG. 3B shows an embodiment of a portable ground station.

FIG. 3C shows an embodiment of a portable ground station and anembodiment of an unmanned aerial vehicle.

FIG. 3D shows a cross-sectional view of an embodiment of a portableground station and an embodiment of an unmanned aerial vehicle docked.

FIG. 4 shows a block diagram of several modules of an embodiment of alogistics network.

FIG. 5 shows a topology diagram for an embodiment of a transportationnetwork including a plurality of ground stations.

FIG. 6 shows a visual flow chart for an embodiment of a method of usingan embodiment of a delivery network to transport a package from a firstground station to a section ground station.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Various aspects of the disclosure will now be described with regard tocertain examples and embodiments, which are intended to illustrate butnot to limit the disclosure. Nothing in this disclosure is intended toimply that any particular feature or characteristic of the disclosedembodiments is essential. The scope of protection is defined by theclaims that follow this description and not by any particular embodimentdescribed herein.

Delivery System

The disclosure relates to systems and methods for air transportation ofgoods and/or people, using autonomous and/or remotely piloted unmannedaerial vehicles (UAV). In particular, the disclosure describes thefollowing components: autonomous electric flying vehicles, groundstations, and a logistics software and network. Overall, the deliverysystem provides a flexible, adaptable, modular and scalable logisticssystem architecture for civil air transportation of goods and/or peopleby unmanned aerial vehicles (UAV). In many locations this new, scalablemethod of transportation would reduce the demand on road infrastructure.In such places a method of transportation that would not depend onbuilding roads would allow increases in economic output, without theheavy investments required for building road infrastructure orincreasing road traffic. Additionally, the time it takes to deliver anindividual package is much longer with a hub and spoke system, comparedto the same package being transported directly between the origin anddestination. The disclosed systems and methods could complement theInternet and wireless telephony developments that have occurred over thelast decades.

The system takes advantage of timely advances in related technologies toenable cost effective operation. Battery storage capacity is increasing,while battery weight is reducing. In addition, advances inphotovoltaics, combined with novel technologies such as energy beaming,make the larger flight range for UAVs more promising. Also, alternativeenergy sources are expanding, increasing the possibility of remotelyoperating such a system, even in locations with insufficient powergrids. Advances in manufacturing and nanotechnology are providingstronger and lighter materials for building UAVs and are allowing forincreased efficiency and reduced operational costs for UAVs. Advances inthe technology and reduction in the cost of sensors are opening newapplications for UAVs.

The disclosed delivery system can serve vastly differing needs. Forexample, in congested urban centers, there are highly developedtransportation clusters. However, these clusters become inefficientwithout having the technological capability to expand and satisfygrowing needs. Also, undeveloped regions, such as isolated rural areas,are cut off from existing global transportation networks because theregions lack adequate roads and/or centralized hub ports to meet theirbasic economic needs. Both of these differing needs can be served byeasing the flow of goods and people using the disclosed delivery system.

FIG. 1 shows an embodiment of the disclosed delivery system. Thedelivery system is comprised of one or more unmanned aerial vehicles110, ground stations 120 and 130, and a logistics system and network140.

The system shown in FIG. 1 can be used to transport a package fromground station 120 to ground station 130. The user provides the packageat ground station 120. The package can be placed in the ground station130. Alternatively, the user can place the package on or in the UAV. Inan embodiment, the user identifies himself with a code on his phone, aslot opens up in ground station 120 and he deposits the box. In certainembodiments, the box can then be scanned for explosives and liquids. Ifthe box passes the scan, the ground station, UAV, logistics system, oruser can request authorization for the route from the network 140. Ifthe route is authorized by the network 140, the system can notify theuser, for example, by sending a text message to the user and to therecipient, that a shipment has been initiated. In certain embodiments,the system can provide an estimated time of arrival. An unmanned aerialvehicle 110 is selected for the flight and picks up the package and abattery from the ground station 120. The UAV can then fly the authorizedroute. In certain embodiments, the UAV 110 takes of vertically to aheight of 400 ft into the authorized route.

After flying the route, the unmanned aerial vehicle 110 arrives atdestination ground station 130. The destination ground station can thenassist the unmanned aerial vehicle in determining a precise location forlanding. After the landing, the system can inform the recipient that apackage is available. In an embodiment, the recipient receives a textthat a package is waiting for collection. The recipient then arrives atthe station 130 to pick up the package. In an embodiment, the recipientscans a barcode from her phone and receives the package through the slotin ground station 130. The network 140, in addition to authorizing theroute, can provide real-time information on all vehicles, packages, andbatteries running through the system. In certain embodiments, thisinformation can be provided to users, local aviation authorities, orother people or system with a need to access the information.

Unmanned Aerial Vehicles

As described with respect to FIG. 1, one of the components of thedisclosed delivery system is an unmanned aerial vehicle (UAV) 110. TheUAVs for the system pick up, carry, and drop off payloads and/or peoplefrom one physical location to another. In an embodiment, the UAVs arecapable of swapping a battery or fuel cell, recharging or refueling onthe way to a final destination. Embodiments of UAVs are shown in FIGS.2A-2F. However, several other UAV types are possible, and the UAVembodiments shown in FIGS. 2A-2F are merely examples. One popular UAVtype, for example, is known as a quadcopter, also called a quadrotorhelicopter, quadrocopter, or quad rotor. Generally, a quadcopter is anaerial rotorcraft that is propelled by four rotors. In certainembodiments, control of UAV motion is achieved by altering the pitch orrotation rate of one or more rotors. One well known quadrotor UAV is theAeryon Scout designed by Aeryon Labs. Lockheed Marin ProcerusTechnologies has also developed vertical take-off and landing quadrotorUAVs. Less expensive commercial options such as the Draganflyer X4 fromDraganFly Innovations Inc. have further shown the viability ofcost-effective quadrotor UAVs. The CyberQuad MAXI from Cyber Technologyprovides another example of an electric, ducted, vertical take-off andlanding UAV. Other configurations are also possible for suitable UAVs,including multi-rotor designs such as, for example, dual rotor,trirotor, hexarotor, and octorotor, or single-rotor designs such ashelicopters. Fixed wing UAVs may also be suitable for certain aspects ofthe delivery system. In addition to these examples, suitable UAVs can bedeveloped specifically for use in the disclosed delivery system, asshown in the embodiments of FIGS. 2A-2F.

UAVs suitable for use in the disclosed delivery system can be autonomousor remotely piloted. For example, a UAV can be remotely piloted on aroute in order to provide flight data for subsequent autonomous flights.Similarly, should weather, environmental, or other issues develop duringan autonomous flight, a remote pilot can operate the UAV. A UAV can alsobe switched from remote pilot operation to autonomous flight. Forexample, a remote pilot may operate on a portion of the route and thenswitch the UAV to autonomous operation.

The UAVs may be rotorcraft, fixed wing, or hybrid. In certainembodiments, the UAV has vertical take-off and landing (VTOL)capability. In certain embodiments, the UAV uses symmetrically pitchedblades. Symmetrically pitched blades can eliminate the need for cyclicoperation (as in a helicopter), where the blades are adjusted based onthe blade's position in the rotor disc to vary the pitch angle as theyspin. These symmetrically pitched blade designs can also eliminatemechanical linkages to vary the rotor blade pitch angle, simplifyingmaintenance and design of the vehicle. Also, by using multiple smallerdiameter blades, the individual smaller rotors can cause less damage ifthey hit anything. In an embodiment, the rotors are made from soft andenergy absorbing materials that are impact resistant. In someembodiments, the UAVs have frames that enclose the rotors. Enclosing therotors can have advantages, such as reducing the risk of damaging eitherthe UAV or its surroundings. The propulsion system can also be ducted.For certain embodiments, hybrid UAVs, fixed wing architectures combinedwith VTOL capability, allow for greater aerodynamic efficiency, and thusthe UAV is able to fly further for the same battery load. In certainembodiments, the UAV can be a compound rotorcraft, for example, havingwings that provide some or all of the lift in forward flight. In anembodiment, the UAV can be a tiltrotor aircraft.

The UAVs can have electronic control systems and sensors. The controlsystems and sensors can help stabilize the UAV in certain embodiments.The control systems also can provide the embedded control for aerialflight of the UAV. For example, the control system can alter aspects ofa rotor or ducted assembly to change the flight dynamics (yaw, pitch,and roll) of the UAV, the lift generated, angle of attack, velocity, orother suitable flight characteristics. The sensors can be wired orwireless, depending on the needs of the UAV or delivery system. Thesensors can be relative, including, for example, inertial, IMUs,accelerometers, gyroscopes, or pressure based, or absolute, including,for example, GPS or GLONASS, magnometers, pulsed-RF ultrawideband (UWB),or cameras.

The UAVs can fly between any two geo-locations. In certain embodiments,a geo-location is equipped with one or more components of the deliverysystem, such as a ground station. The UAV can use Global NavigationSatellites Systems (GNSS) such as Global Positioning System (GPS) and/orGlobal Navigation Satellite System (GLONASS) for sub-meter localization.The UAV can also navigate using relative sensors, such as, for example,inertial measurement units (IMU), accelerometers, gyroscopes, inertialnavigation systems, gravity sensors, external speed sensors, pressuresensors, altitude sensors, barometric systems, magnetometer or othersensors with or without navigation satellites during take-off, inflight, and to assist in landing. In an embodiment, an IMU allows theUAV to navigate when GPS signals are unavailable. The IMU can be awireless IMU. These features can allow the UAV to move between locationsautonomously, for example, by relying on known waypoints. In anembodiment, the UAV performs gross navigation with GNSS to approach aknown location. The UAV can also rely on the fusion of its relativesensors with GNSS and magnetometers, for example, during post-take-offand pre-landing flight to achieve accuracy within meters. In certainembodiments, the sensors can be augmented with UWB when within shortrange of a ground station, for example within 100 meters, or in knownGNSS poor locations, to achieve navigational accuracy withincentimeters. Finally, the UAV can augment its sensors with UWB andcameras for take-off and landing to achieve navigational accuracy withinmillimeters. In some embodiments, the UAV can have a camera to assist intake-off and landing. The camera can also serve other functions such askeeping a surveillance log of activities around the UAV. Navigationalassistance can be provided by a camera on the UAV, an external camera,such as a camera located at a ground station, or both.

The UAVs can be configured to communicate wirelessly with othercomponents of the delivery system in certain embodiments. Thecommunication can establish data link channels between different systemcomponents used, for example, for navigation, localization, datatransmission, or the like. The wireless communication can be anysuitable communication medium, including, for example, cellular, packetradio, GSM, GPRS, CDMA, WiFi, satellite, radio, RF, radio modems,ZigBee, XBee, XRF, XTend, Bluetooth, WPAN, line of sight, satelliterelay, or any other wireless data link. The vehicles can serve ascommunications transceivers, communicating with ground stations, otherUAVs, or the logistics system infrastructure. In an embodiment, a UAVserves as a wireless repeater. The UAV can also accept navigationcommands. The navigation commands can be real-time, for example, whenflown by a remote pilot, or less than real-time, such as a series of oneor more navigation commands. The navigation command can follow aprotocol such as MAVLink or APM or can be proprietary. The UAVs canreceive and transmit signals providing real-time state characterization,such as, for example, location, velocity, destination, time, packagestatus, weather conditions, UAV system status, energy system state,energy system needs status, system load, or other real-time or near realtime state characterizations. The data link channels can be differentfor different embodiments of the delivery system components. Forexample, the data link between a UAV and a ground station may bedifferent than the data link between ground stations or between a groundstation and the logistics system. Furthermore, a data link channel maynot exist at all for all members of a class of components, such as aUAV. In an embodiment, a UAV of the delivery system operates without adata link.

In addition to navigational commands, the UAV can communicate with thelogistics system to receive higher-level commands such as, for example,pick up a package, fly to a destination, swap a battery, change powerstatus (such as power on, power off, sleep, enter low power mode), orthe like. The navigational commands can similarly be of a high level innature, such as, for example, take-off, land, mission authorized, changedestination, return to starting location, or the like. The UAV also cancommunicate with the logistics system or ground station to providelocation information, battery or fuel level, package status,destination, or the like, as also previously described.

In certain embodiments, the UAVs can be modular. For example, thepayloads and batteries can be exchanged readily. Other aspects of theUAV can also be modular, such as a rotor assembly, control system, orstructural frame. The UAVs can also possess structural plasticity,providing the ability to change or adapt to changes in its structure. Inan embodiment, the UAV may include nano-materials. The UAVs candistribute one or more of their internal or external parts or payloadinto their structural frame. For example, the batteries can bedistributed in the UAV frame. In an embodiment, the payload isdistributed into the UAV structural frame. In certain embodiments, theUAV contains one or more ducted fan assemblies. In certain embodiments,the UAV contains one or more shrouded-prop assemblies.

The UAVs can have safety features. For example, the UAVs can be equippedwith a parachute. In an embodiment, the UAV deploys a parachute upon amid-air collision, or component failure. In an embodiment, the UAVdeploys a parachute in a failure mode. One purpose of the parachute isto prevent injury to people, and not to only prevent damage to thevehicle, payload, or property. The parachute can be deployed if the UAVdetermines that the UAV is no longer able to follow its desiredtrajectory, or if it is about to run out of batteries, or other systemfailure. The parachute can also be deployed based on a low-levelwatch-dog circuit on the UAV if it no longer receives a heart-beat fromthe vehicle software, indicative of computation failure. Further, theparachute can be deployed by the delivery system for unforeseeablecauses. The UAV can also be equipped with an airbag in some embodiments.For example, the UAV may deploy an airbag prior to a detected groundcollision. The UAV can also include safety features related to controland navigation. For example, if the command or control link between theUAV and the ground station is broken because of environmental ortechnological issues, the UAV can execute pre-programmed maneuvers. Forexample, the pre-programmed maneuvers can direct the UAV to hover orcircle in the airspace for a certain period of time to reestablish itscommunication link. If the link is not reestablished, then the UAV canreturn to a known location, such as the launch location in someembodiments. The UAV can also chose to land at its current location inan embodiment. In certain embodiments, a virtual perimeter or geo-fencecan be setup for a UAV as an additional safety measure. The geo-fencecan be dynamically generated around a ground station or other location,or can be a predefined set of boundaries. In an embodiment, a UAVcrossing a geo-fence can trigger a warning to an operator of thedelivery network. In an embodiment, the warning is a text message oremail.

UAV design can include specific features that make it more suitable foruse in a delivery system. In an embodiment, the UAV is electricallypowered in a mechanically simple configuration with minimal movingparts. Such a design can reduce maintenance requirements and increasereliability. In an embodiment, the UAV has redundant key components.This can allow the UAV to continue flying safely in the event of acomponent failure. The UAV can also have comprehensive in-flightmonitoring. In an embodiment, data regarding the UAV is logged andcentrally collected. In an embodiment, UAV data is analyzed for failureprediction. The UAVs can be designed to be weather resistant and robust.For example, the UAVs may include a ruggedized design to reduce theenvironmental impact of dust, dirt, wind, water, snow, or otherenvironmental hazards. The UAVs can have a wind sealed design. Incertain embodiments, the UAVs are designed to operate reliably inadverse weather, temperature extremes, or high wind.

Different UAVs types can serve different purposes in the deliverynetwork. For example, UAVs can vary in dimension, capacity, and range toserve different needs. For short distances with small payloads, the UAVscan be smaller in size. For longer range or capacity missions, the UAVscan scale in size accordingly. Furthermore, for longer distancemissions, different UAV designs, such as fixed wing, may be moreadvantageous. For smaller missions, the UAVs may have a target payloadcapacity of approximately 2 kilograms. For larger missions, the vehiclesmay carry payloads up to 100-500 kilograms. For shorter missions, theUAVs may travel up to approximately 10 kilometers. For medium missions,the UAVs may travel 20-40 kilometers. For longer ranges, the UAVs maycover up to 1000 kilometers. Very long range UAVs may even performlonger distance flights, for example, between continents.

Returning to the embodiment shown in FIGS. 2A and 2B, the UAV includesseveral features. FIG. 2A is a perspective view of the UAV. The UAVincludes a body or main frame 210. The frame 210 provides the structureof UAV. The frame 210 can be tailored to the application for the UAV.The UAV shown in FIGS. 2A and 2B is a hybrid design with fixed wings 220and rotors 230. The rotors 230 can also be a ducted assembly in certainembodiments. The fixed wings 220 can provide the UAV with extended rangeoperation in comparison to certain rotor only embodiments. The rotors230 are incorporated into the fixed wing 220, providing VTOL capabilityand the ability to hover.

In general, design parameters for specifying suitable UAVs includevehicle lift to drag ratio and ratio of headwind to airspeed. The liftto drag ratio should generally be as large as possible, althoughtradeoffs may be made to accommodate for other design parameters such asload capacity, size, and cost. In an embodiment, the UAV has a lift todrag ratio during steady flight of greater than 3.0. The UAV can also bedesigned for a large maximum airspeed. In an embodiment, the UAV has acruising velocity of greater than 40 km/hour. In certain embodiments,the UAV has a maximum payload of approximately 2 kilograms. The weightof the UAV without a payload in those embodiments can be less than 4kilograms. The battery weight of such a UAV can be approximately 2kilograms. The target range of such a UAV is approximately 10 kilometerswith headwinds of up to 30 km/hour and currently produced batterycapacities and densities.

FIG. 2B provides an exploded perspective view of the UAV 200 shown inFIG. 2A. As shown, the UAV 200 includes a frame 210 with a cavity. Thecavity is sized such that it can incorporate a payload 240 and a battery250. FIG. 2B also shows that the payload 240 or battery 250 can formstructural aspects of the UAV 200 or the frame 210. In an embodiment,the battery 250 forms a structural component of the UAV 200. As furthershown in FIG. 2B, the payload 240 can comprise a modular container. Themodular container can attach to the UAV 200. The modular container canbe optimized in dimension and shape for carrying diverse payloads.Either the payload 240 or the battery 250 can be optimized to attach tothe frame 210.

FIG. 2C provides a top perspective view of another UAV 260. UAV 260 is aquadcopter design. UAV 260 also includes a frame 210. UAV 260 alsoincludes rotors 230. In the quadcopter design shown in FIG. 2C, thereare four rotors 230. In certain embodiments, rotors 230 are ducted.However, unlike the embodiment of FIGS. 2A and 2B, UAV 260 does notinclude a fixed wing.

FIG. 2D shows a bottom perspective view of UAV 260. UAV 260 has apayload interface 270. Payload interface 270 allows UAV 260 to carry awide variety of payloads. The payload interface 270 provides a standardmechanism for the use of different payloads. The payload interface 270can be mechanical, electrical, or a combination of mechanical andelectrical. The payload interface 270 can also include a plurality ofelectrical connectors for providing power and signal sharing between theUAV and the payload. As a further example, payload interface 270 can bemagnetic or include a magnetic lock. The payload interface 270 allowsUAV 260 to be configured to carry simple mechanical payloads, or morecomplex payloads. For example, the payload can be a package carrier, acamera, a sensor array, a communications interface, audio/visualequipment, broadcast equipment, or other suitable payloads. UAV 260 canalso have a battery interface 280. Battery interface 280 allows for theswapping of batteries, such as the battery 250 shown in FIG. 2D. Toswap, the battery 250 can be inserted or removed from UAV 260. Byperforming a battery swap, the UAV 260 can be provided with a batterywith sufficient capacity and charge state to perform an anticipatedflight mission. The swap can be performed, for example, by a human,through a robotic interface (for example, in a ground station), orthrough a combination of a robotic interface and human interaction. Inan embodiment, the battery swap is performed robotically.

FIG. 2E shows a bottom perspective view of another embodiment of UAV260. In the shown embodiment, UAV 260 includes a payload interface 270.A container 274 is attached to payload interface 270, permitting the UAV270 to transport matter in the container. As shown in FIGS. 2E and 2F,the payload interface 270 can be standardized to allow for differingpayloads. The payload interface 270 can include a mechanical couplingfor the payload to the UAV. In an embodiment, the payload interface 270includes a plurality of ribs. In certain embodiments, the ribs include asubstantially trapezoidal shape cross-section that interfaces with acorresponding recessed shape in the payload. Other shapes of ribs andrecessed shapes will also provide similar functionality. For example, inan embodiment, the ribs have a cross section “L” shape. The payload canhave a corresponding shaped for engaging the ribs. The payload interface270 can also be of other suitable designs. For example, the payloadinterface can include a recess for accepting a mechanical pivot on oneor more sides of the interface. The payload interface can leveragetechnologies developed for mobile computer batteries or similarmechanical interfaces. In use the payload interface engage a payload tosecure it to the body if the UAV 260. The payload interface can includea positive securing mechanism that locks the payload in the securedposition. The locking mechanism can be either on the payload interfaceor on the payload itself.

The UAV can also gather data from the sky to perform missions other thanpackage delivery. In certain embodiments, the UAV can be equipped withsensor payloads. For example, the UAV can be equipped with a camera.Equipping the UAV with a sensor payload can expand the potential use ofthe delivery system. With a sensor payload, the UAV and delivery networkcan perform functions such as, for example, search and rescue, areamonitoring, real-time mapping, or other missions. In an embodiment, theUAV is equipped with a camera to performing a mapping function.

FIG. 2F shows a bottom perspective view of another embodiment of UAV260. In the embodiment of FIG. 2F, UAV 260 also includes a payloadinterface 270. A camera 278 is attached to payload interface 270,permitting UAV 270 to transport the camera 278 to take pictures and/orvideo. In an embodiment, UAV 270 carries a camera 278 to take pictures.In an embodiment, the pictures are sent to a logistics network. In anembodiment, the camera 278 is used for taking a series of pictures.

The UAV battery sizing and capacity can be based on a number of factors.For example, the battery can be advantageously chosen to meet specifiedrequirements. For example, the energy density, ratio of headwind toairspeed, mass of the payload, mass of the vehicle without payload,flight distance, flight elevation, flight elevation gain, power transferefficiency, and lift to drag ratio can all be used to specify a batteryweight. The following table provides definitions for a theserequirements, and sample values for one UAV embodiment.

TABLE 1 Calculating Minimum Battery Weight Require- Sample mentDescription Units Value Embodiment Notes M Payload kg 2 f Vehicle topayload — 2 mass of vehicle w/ mass ratio out payload = 4 kg R Lift todrag ratio — 3 very conservative D Hop Distance km 5 H Hop elevationgain km 0.2 G Gravity constant m/s² 9.81 η Power transfer — 0.5reasonable designed efficiency (motor plus - propeller and electricpropeller) motor E Energy consumed by kJ 100 electronics per Hop JEnergy density kJ/kg 900 good lithium-ion battery

The following equation provides for the calculation of the weight of thebattery based on these requirements:

${{Minimum}\mspace{14mu} {Battery}\mspace{14mu} {Weight}} = {\frac{\text{?}}{\text{?}}\left( {{\text{?}\left( {H + \text{?}} \right)} + \text{?}} \right)}$?indicates text missing or illegible when filed

Based on the sample values of the embodiment provided in Table 1, theminimum battery weight is 1.2 kilograms. Different values for therequirements shown in Table 1 will result in different minimum batteryweights.

The UAV's energy cost and consumption can also be calculated based onrequirements and parameters. For example, the energy cost per missioncan depend on a number of factors such as the mass of the payload, massof the UAV without payload, the distance of the mission, the height ofthe flight, the cost of electricity, and other factors. The followingtable provides definitions for a these requirements, and sample valuesfor one UAV embodiment.

TABLE 2 Energy Cost and Consumption for UAV Require- Sample mentDescription Units Value Embodiment Notes C Cost of electricity $/kWh 0.1Residential rate 0.3 Solar power rate M Payload kg 2 f Vehicle topayload — 2 mass of vehicle w/out mass ratio payload = 4 kg R Lift todrag ratio — 3 very conservative, D Hop Distance km 5 H Hop elevationgain km 0.2 G Gravity constant m/s² 9.81 η Power transfer — 0.5reasonable designed efficiency (motor plus propeller and electricpropeller) motor E Energy consumed by kJ 100 electronics per Hop eBattery efficiency — 0.95 conservative lower bound to chargingefficiency

The following equation provides a way to calculate the weight of thebattery based on these requirements:

${{Mission}\mspace{14mu} {Cost}} = {\frac{\text{?}}{\text{?}}\left( {{\text{?}\left( {H + \text{?}} \right)} + E} \right)}$?indicates text missing or illegible when filed

Based on the sample values of the embodiment provided in Table 2, themission cost is 0.93 cents for residential power. In another embodiment,changing the hop distance to 10 km and the hop elevation gain to 1 km,and the battery efficiency to 0.8, the mission cost is approximately 2cents for residential power, and approximately 6 cents for solar power.In an embodiment, the UAV is designed to have an energy consumption ofapproximately 2.4 kWh/day.

The UAV can be designed to fly in temperatures ranging from 0 degreesCelsius up to 40 degrees Celcius. Operation outside those temperatureextremes can result in potential ice buildup or overheating ofelectronics and is therefore less advantageous. In certain embodiments,specially designed UAVs are configured to operate in the extremetemperatures. For example, a UAV can be equipped with cooling equipmentsuch as heat sinks, fans, or solid state thermoelectric devices thatpermit high temperature operation. In another example, a UAV can beequipped with de-icing features to permit low temperature operation. TheUAV can be designed to fly at altitudes of up to 10,000 feet, and beoptimized to fly at lower altitudes, such as 1,000 feet. The UAVs canoperate in segregated airspace, generally below an altitude of 400 ftand not near airports or helipads. The UAVs can be capable of flyinginto sustained headwinds of up to 30 km/hour. The UAV, as previouslydescribed, can be designed to withstand moderate rain, with the mainlimitation being wind that generally accompanies rain.

While the UAVs generally select flight paths based on destinationcommands and predetermined flight paths, the UAVs can also include theability to avoid obstacles. The UAVs can sense and avoid other flyingvehicles or obstacles, for example, by relying on a UAV sensor bank. Incertain embodiments, the UAVs have the capability to select flight pathsbased on destination commands and to detect landing station forautomatic landing. Additionally, the UAVs can be capable of detectingand avoiding stationary obstacles, such as, for example, trees,buildings, radio towers, and the like and also detecting and avoidingmoving objects, such as, for example, birds, aircraft, and the like. AUAV can therefore adjust its flight path. In an embodiment, a UAVdetects a stationary object and reports the stationary object back tothe delivery system. In an embodiment, a UAV flight path avoids astationary object based on information received from the deliverysystem. The UAVs can also have a beacon to announce itself, for example,to other aircraft or electronic monitoring equipment. In an embodiment,a UAV has artificial intelligence that prevents the UAV from hitting aperson if the UAV experiences a problem.

Ground Station

Another component of the disclosed delivery system is a ground station.FIG. 1 shows a delivery system with two ground stations, 120 and 130.Ground stations are locations that act as routers or route waypoints forthe delivery system. The ground stations can be hardware or acombination of hardware and software. They can also supply the power forthe system, including the UAVs and/or the logistics system. The groundstations can serve as automatic take-off and landing locations for theUAVs in certain embodiments. The ground stations also can serve ascharging, refueling, or battery swapping locations for the UAVs. Incertain embodiments, the ground stations store charged batteries or fuelfor the UAVs that supply power to the UAVs. In addition, the groundstation can optionally perform package buffering by having thecapability to store packages in transit. In certain embodiments, theground station automatically handles packages coming in on UAVs or to beflown out on UAVs. The ground station also serves as a communicationshub for the delivery system in some embodiments.

Users interact with the ground station to send and receive theirpackages. The ground station can also serve, more generally, as aninterface for any two components of the delivery system, such as thelogistics system and UAV, the ground station itself and the UAV, or theground station itself and the logistics system. In an embodiment, theground station serves as a high-bandwidth communications hub for a UAV.For example, the UAV and ground station can communicate to exchange datasuch as location, telemetry data, health monitoring, status, packageinformation, energy output, remaining capacity, time, weather, routestatus, obstructions, or the like. These communications can be in realtime during the flight, following the flight, or prior to the flightdepending on the needs of the delivery system. For example, in anembodiment, the ground station provides firmware updates to a UAV.Firmware updates may be advantageously performed while the UAV is dockedin a ground station. In an embodiment, the ground station updates thesoftware of a UAV. The software updates might occur while the UAV isdocked, or in real time. For example, in flight, the environmentalstatus of a flight path can change. If such a change occurs, the groundstation can communicate the change to the UAV to adjust the flight plan.In an embodiment, the ground station provides route information to aUAV.

The ground station and the logistics system can communicate to exchangedata such as remaining capacity, package information, battery status,time, weather, route information, or the like. The UAV and logisticssystem can also communicate directly. In certain embodiments, the groundstation comprises a portion of the logistics system. For example, theground station can include or house one or more servers that performmethods or contain modules for use in the logistics system, as morefully described with respect to the logistics system. In an embodiment,the ground stations comprise the logistics system for a delivery system.

The ground station can also interface with external interfaces such as,for example, the Internet, a cellular network, a data network, a WiFinetwork, satellite, radio, or other suitable external interfaces. Aspreviously described, the ground station can include a portion or all ofthe logistics system. The ground station can also serve as a communityaccess point. For example, the ground station can serve as a tower orrepeater for cellular access or a WiFi hotspot.

The ground station also can be embedded with a user interface in certainembodiments. For example, the ground station can include a display ormonitor for providing information to a user. The ground station can alsoinclude interfaces for accepting input from a user, including, forexample, a touch screen, mouse, keyboard, trackpad, tactile interfaces,buttons, scroll wheels, remote control, voice command system, or othersuitable interfaces. The ground station and/or logistics system can alsoprovide a remote interface for user interaction with the system. Forexample, a user can interact with a website or application on a mobiledevice that communicates with the ground station and/or logisticssystem. The website or application can provide information about thesystem to the user or accept input from the user. For example, thewebsite or application can provide status information. The system canalso provide for the control and/or monitoring of the entire system orcomponents thereof through a website or application. In an embodiment, amobile application provides for the interaction of a user with theground station or logistics system to obtain tracking information abouta package. Such a mobile application can also allow the user to schedulea package drop off or locate a suitable ground station, for example,through identification of a current location or a desired location. Sucha website or application can send or receive information throughcommunication with one or more ground stations or with the logisticssystem. The interface can authenticate a mobile phone or use a minimalidentifier, to deliver a package to a user. The system can identify auser, for example, through RFID-type identifier, visual pattern onmobile phone, username and password, biometric scan, or other suitableidentifier.

The ground station can also assist in the guidance and maintenance ofUAVs. The ground station can provide guidance information in multipleways. The ground station can be a known location for the UAVs, forexample, through a GPS waypoint or with a known latitude and longitude.The ground station can also optionally include information that can helpguide the UAV to its location. In an embodiment, the ground stationprovides signals to the UAV to help guide a UAV it its location. Forexample, the ground station can include one or more beacons that providedata about its location. The location data can be more accurate thanwhat is provided by GPS or by stored coordinates. For example, theground station can provide an ultra-wide band beacon that help guide aUAV to a precise landing position. The ground station can be equippedwith a sensor suite to control the landing or take-off of the UAV. Theground station can also include other positioning aids, such as radiofrequency location methods, including time difference of arrival, orsimpler aids such as patterns provided on a landing pad. The groundstation can also optionally include WiFi positioning system, an address,or other locator to help identify its geolocation. The sensors canassist with geographic information systems, mapping displays,radiolocation technologies, direction finding, or provide other suitablepositioning information or location based services. The ground stationcan also include cameras to assist with the control of the UAV.

In an embodiment, the UAV landing is assisted by the ground station. TheUAV autonomously navigates from one ground station to a second groundstation, using, for example, GPS information or stored flight tracks.Once with UAV is within a relatively short range of the destinationground station, the UAV begins receiving guidance information from theground station. This can be provided, for example, through the use of aUWB beacon located at the ground station. The ground station can alsocommunicate guidance data to the UAV to more actively control itslanding. In an embodiment, the ground station includes a sensor arraycapable of detecting the position of a UAV. The sensor array can alsoprovide movement data for the UAV to determine how it is moving inresponse to controls and to adjust its control. The sensor array caninclude, for example, tactile sensors, sonar, infrared arrays, radar, orthe like to help obtain information relevant to control the landing of aUAV. The sensors can also detect local environmental data such as windspeed, temperature, humidity, precipitation, and the like to assist incontrolling the landing of a UAV. The ground station can also usecameras for machine vision to further guide the UAV to land at theground station. Such a sensor array and/or machine vision can be used toaid in take-off of the UAV as well. The ground station can also obtaindata, such as environmental data, from external sources. For example,local weather conditions can be obtained from external sources such asweather stations, other ground stations, or other sources. Using thesetechniques, the UAV can be guided to a much more accurate landing thatallows for smaller landing spots and decreased risk of collision.

The ground station can include one or more docks for landing andtake-off of UAVs. By doing so, the ground station can provide a knownlocation for interaction with the UAVs. The ground station also canprovide a safe environment for the UAVs when they are not flying betweenstations. In certain embodiments, the ground station can also includeone or more bays such as a battery storage bay, a packet or packagestoring bay (for payloads), and UAV storage bays. The ground station canmaintain information about the bays such as, for example, number ofbays, location, capacity, current status, dimensions, or other suitableinformation. The battery storage bays can provide for storage, charging,conditioning, or analysis of batteries. The ground station can maintaininformation about the batteries (including those located in the storagebays) that can be provided upon request to the logistics system or auser. The information about the battery can include, for example,capacity, age, technical specifications, rating, number of chargecycles, temperature, weight, dimensions, number of missions, or otherrelevant information. The information in the ground station can also bestored in or backed up to the logistics system or elsewhere in thesystem. The data can also be sent to the servers of the logistics systemfrom either the ground station or the UAV.

The ground station can also include the capability to exchange loads orbatteries for the UAVs. In an embodiment, robotic machinery inside theground station exchanges payloads or batteries for a UAV. The groundstation can allow for swaps and recharges of batteries. The groundstation can also include an interface for a user to assist in theexchange of loads or batteries for a UAV.

The ground station can service multiple UAVs simultaneously. In anembodiment with V as the number of vehicles, G as the number of groundstations, and M as the maximum number of vehicles housed by a singleground station, the product of G times M is greater than V (G*M>V) witha margin sufficient to accommodate an uneven distribution of vehiclesrelative to the ground stations.

A logistics system can comprise different types of ground stations. Forexample, a low complexity ground station includes, for example, alanding pad with landing sensors. In such an embodiment, a human couldswap payloads for the UAVs. A medium complexity ground station includesadditional robotic machinery for automatic swapping of batteries and/orloads. A higher complexity ground station includes integrated parcel andmultiple batter storage capacity. The power station can also includeclimate control. Multiple ground stations can be disposed adjacent toeach other for increased capacity or the like.

The ground station can be powered through the electrical grid, solarpanels, wind power, or other power sources. In an embodiment, the powerconsumption of the ground station is approximately 100 watts per UAV.This power is used for swapping batteries and packages, beacons for theUAV, sensors, charging batteries, and communication with the logisticssystem. The ground station also can perform operations for theprovisioning of energy for the system in certain embodiments. Forexample, the ground station can match battery capacity or current chargestate to a particular UAV flight mission to optimize energy use for thedelivery system.

The ground station optionally includes spare parts for the UAV. Forexample, the ground station can house spare motors, control circuitry,wings, bodies, propellers, rotors, or the like. In an embodiment, aground station includes a 3D printer for printing spare parts.

FIG. 3A shows an embodiment of a ground station. The ground stationshown in FIG. 3A includes sensors 310. These sensors can help the systemprovide, for example, landing or environmental information. Landingsensors can assist in coordinating approach and departure informationfor UAVs. The sensors also optionally can include one or more camerasthat can provide information about the position or status of the UAVs,packages, batteries, other equipment stored within the ground station,or information about the ground station itself such as the condition ofthe station, or information about a user of the ground station, forexample, by capturing a still or video image of the user. In anembodiment, the ground station uses a camera to aid in the landing of aUAV.

The ground station shown in FIG. 3A can have a UAV entry location 320.The UAV entry location can provide a known landing spot for a UAV. Theentry location 320 can be sized to fit a variety of UAVs. For example, adelivery system may include different sized UAVs for a number ofreasons, including differing capacity, flight distance, speed, powerconsumption, altitude capability, cost, or similar reasons. The vehicleentry location 320 therefore can accommodate vehicles of differentsizes. The vehicle entry location 320 can also be positioned to reducethe possibility of collision between a UAV and a user of the system 350or other obstructions. As shown in the ground station of FIG. 3A, theentry location 320 can be arranged such that it is physically above thehead or reach of a human user 350. The entry location 320 is alsolocated on the side of the ground station relative to the location ofthe user interface, further reducing the likelihood of a collisionbetween a person and a UAV. The entry location 320 can also serve as alocation for the ground station to remove the battery and/or packagefrom the UAV.

The ground station can further include a UAV exit location 330. The exitlocation 330 provides a space for UAVs to take-off from the groundstation. Additionally, the exit location 330 can serve as a location forthe UAV to receive a battery and/or package from the ground station. Asshown in the embodiment of FIG. 3A, the exit location 330 can be adifferent physical location from the entry location 320, allowing forsimultaneous use of both the entry location 320 and exit location 330.In another embodiment, the entry location 320 and exit location 330 canbe located in the same physical location to reduce the size or footprintof the ground station. Although shown with a single entry location 320and a single exit location 330, multiple entry locations or exitslocations can exist on the same ground station to increase thethroughput of the system.

FIG. 3A also shows a user 340 interacting with a user interface 350. Theuser interface 350, as previously described, includes mechanisms for theuser 340 to obtain data from the ground station or enter data into theground station. The user interface 350 can also optionally communicateelectronically with external devices such as cellular phones, tables,computers, or the like. The communications can be through WiFi, cellulardata, Bluetooth, infrared, or other suitable electronic communications.The user interface can also communicate with a user identifier throughother means, such as scanning a bar code, QR code, printed paper,fingerprint, retinal scan, voice print, or other suitable identifierssuch as a password.

The ground station can also include a package drop box and/or pick uplocation. For example, the ground station can include a payload orpackage drop off or pick up slot 360. The slot 260 can accept packagesfrom a user for transport by the delivery system. The slot 260 can alsodeliver packages that have been transported by the delivery system to auser. In an embodiment, the port accepts a package in a standardizedsize. In an embodiment, the slot 260 is a standardized size. In anembodiment, the port accepts objects that are placed into standardizedcontainers for the delivery system. In an embodiment, the ground stationplaces the object or package into a standardized payload. The groundstations can also be integrated into warehouses or dispatch centers andmanned or unmanned package pickup locations. In an embodiment, oneground station is located in a dispatch center and a second groundstation is located at a package pickup location. In an embodiment, theground station is located at an unmanned package pickup location such asan Amazon Locker.

The ground station can optionally include the capability to scan packagecontents. Such a scan can help ensure that the system is not being usedto transport illegal or dangerous substances. For example, a package canbe scanned for explosives and liquids using an explosive detectionsystem. If the package contains explosives or liquids, it can berejected. Furthermore, the system can capture and store biometricidentification data about its users. If a package is found to containillegal substances, such as prohibited narcotics, the user or usersassociated with the package can be identified. These steps can serve asdeterrents to use of the delivery system for improper purposes.

FIG. 3B shows another embodiment of a ground station 370. The embodimentof the ground station 370 shown in FIG. 3B can be portable, a weightlight enough to be carried by a human. The ground station 370 is shownin a mechanically closed position in FIG. 3B. In an embodiment, a UAVcan fit inside the ground station 370 when it is in a mechanicallyclosed position. Such an embodiment can make a system including a groundstation 370 and UAV portable. In certain embodiments, the ground stationalso houses the logistics system in a portable enclosure.

FIG. 3C shows a mechanically open view of the embodiment of FIG. 3B,along with an embodiment of a UAV. The ground station 370, whenmechanically open, can reveal a take-off and landing spot, pad 372. Thisembodiment therefore shows an example of the take-off and landing spotsbeing a single location. The pad 372 optionally can include a pattern tohelp guide the UAV. In an embodiment, the pattern is a passive visualtarget on the ground station. In an embodiment, the UAV uses a cameraand machine vision to identify a visual target to increase positioningaccuracy. In certain embodiments, the UAV itself can have a visualtarget and the ground station can use machine vision to help guide theUAV to increase positioning accuracy. As also shown on FIG. 3C, groundstation 370 can have one or more doors, such as a left door 374 and aright door 376. The doors can help provide stability to the groundstation. One or more of doors 374 and 376 can also include energysources, such as solar panels 378. In an embodiment, the ground station370 includes solar panels 378. The doors 374 and 376 are optional. Forexample, in certain embodiments, the ground station can draw power froman external source, such as the power grid or a generator.

The ground station 370 can also have a mechanical interface for a UAV.For example, the ground station 370 shown in FIG. 3C has a cavity forinterfacing with UAV 380. UAV 380 can have a payload 384. For example,the payload can be a package container or a camera, or other suitablepayloads as discussed elsewhere in this disclosure. The mechanicalinterface of the ground station 370 can allow the UAV to deliver itspayload to the ground station 370.

FIG. 3D shows a cross-sectional view of the ground station 370 with aUAV 380 docked. The ground station 370 can include one or more bays 390and 392. The bays 390 and 392 can store batteries, payloads, or thelike, as previously discussed. For example, in an embodiment, bay 390stores one or more batteries. In an embodiment, bay 392 stores one ormore payloads. Alternatively, both bay 390 and bay 392 can storebatteries. Such an arrangement may be beneficial, for example, when thepayload will not be swapped between flight missions for UAV 380. Theground station 370 embodiment shown in FIG. 3D can also be equipped witha robotic battery swapping mechanism. In an embodiment, the batteryswapping mechanism can allow for change of a battery within 30 seconds.The ground station 370 optionally can also include a robotic payloadswapping mechanism. The payload swapping mechanism can similarly allowfor the change of a payload within approximately 30 seconds. As furthershown in FIG. 3D, the UAV 380 has a payload 394. The doors shown in FIG.3C are not shown on FIG. 3D to better show the internal features of theground station 370. However, the doors shown in FIG. 3C optionally canbe attached to the ground station 370, as previously described.

The ground stations can detect weather conditions and permit thedelivery system to adjust for weather conditions in real-time. Theground stations and delivery system can adjust the UAV mission based onreal-time detected weather conditions. The ground stations can alsocollect data regarding conditions from external sources, such as, forexample, other ground stations, UAVs, the internet, weather stations, orother suitable data sources. A group of ground stations can worktogether to develop or improve a weather model. The weather model orinformation can also be provided as a service of the logistics system.Based on the weather monitoring, the delivery system can make decisionssuch as whether to ground portions or segments of the delivery system.

The ground stations can also be equipped with sensors. In an embodiment,a ground station is equipped with chemical and ion sensors to measureair-flow detection and dynamics. In an embodiment, the ground stationsare equipped with electro-magnetic sensors. The electro-magnetic sensorscan be used, for example, to identify UAVs and packages that arepermitted to enter the ground station.

Logistics System and Network

A third component of the delivery network is also shown in FIG. 1. Thelogistics system and network 140 provides for several aspects of thedelivery system. The logistics system and network 140 controls thedelivery system and manages routing for the UAV 100 and its payload. Thelogistics system can include artificial intelligence. In an embodiment,the delivery system is referred to as Matternet and the logistics systemand network are provided by servers referred to as Matternet servers orthe Matternet Operating System (MOS). The logistics system can belocated at a ground station or at another suitable location, such as acloud server. In an embodiment, the logistics system is located on acloud server connected to the Internet. Each ground station can beeffectively connected to the logistics system via the Internet, orthrough a private network. In certain embodiments, the ground stationsare local extensions (and sensors) of a service provided by a cloudserver. Similarly, the UAVs can be connected to the Internet directly,or in certain embodiments, through communications with a ground station.In certain embodiments, the UAVs are also connected to the logisticsnetwork. In certain embodiments, the UAVs are configured to uploadtelemetry and sensing date to the logistics network. The logisticssystem can be software, hardware, or a combination thereof. Thelogistics system and network controls the delivery system and managespackage routing. The logistics system and network can communicate withthe ground stations, UAVs, or both. In an embodiment, communications arerouted via ground stations. For example, if all UAVs need to be groundedin a certain area, an instruction is sent to the ground station in thatarea. The ground station can then communicate with UAVs in that area tosend commands to ground them. As a further example, if telemetry datasuggests that a UAV has a defective motor that is likely to cause acrash, a “land” command is sent to the ground station closest to thatvehicle and from the ground station to the vehicle. In anotherembodiment, the logistics system and network can communicate directlywith UAVs and ground stations. For example, UAVs may be operating withina cellular network coverage area and be equipped with a 3G or 4Gconnection (or a similar data connection), that allows them to exchangemessages with the logistics system and network directly.

In an embodiment, the logistics system and network integrates weatherdata from a number of ground stations to build a more accurate weathermodel. In an embodiment, the logistics system and network decideswhether to ground a segment or area of the delivery system based on riskfactors. The risk factors can include, for example, weather, informationfrom authorities, the presence of emergency vehicles or personnel, timeof day, or other suitable risk factors. In an embodiment, the logisticssystem and network grounds a segment based on a request fromauthorities.

FIG. 4 is a block diagram of some of the modules of the logistics systemand network 400. The modules can be housed on one or more servers 410.For example, the system 400 can be distributed among a plurality ofservers. The servers can include complete modules, or a plurality ofservers can together implement the modules defined herein. Portions ofthe logistics system and network can also be performed in UAVs or groundstations in certain embodiments. Furthermore, while the aspects of thesystem 400 are described as modules, they can in fact be functions,methods, or other portions of a solution that can include hardwareand/or software. Not all of the modules need to be present in allembodiments of the logistics system and network 400. The modulesdescribed can be software routines, components, classes, methods,interfaces, applications, operating systems or a combination thereof.

The logistics system and network 400 can provide for vehicle routing410. To move from point to point within the delivery system, the UAVsmust perform some sort of navigation. As previously discussed, thenavigation can be autonomous. For example, the vehicles can be uploadedwith waypoint information for an upcoming mission when they are dockedat a ground station. In an embodiment, the last waypoint is a holdingarea close to another ground station. In an embodiment, when the UAVreaches the last waypoint, it hovers and waits for instructions from theground station or logistics system and network. The ground stationand/or logistics system and network then instruct the UAV to dock in theground station when it is safe to do so. The UAV can then dock using thefull suite of sensors and information available to it. In operation, thevehicles are generally responsible for navigating from waypoint towaypoint. This can be autonomous or based on some information providedby the system. For known routes, the segments connecting waypoint aregenerally collision free with a safety margin. Following such a routeallows the vehicles to navigate efficiently from ground station toground station.

The UAVs can periodically, for example, every n seconds, send positionand other state information to the ground station and/or logisticssystem and network. The state information can include, for example,battery level, weather conditions, vehicle condition, informationrepeated from a ground station, or other suitable state information. Thelocation and state information can be used by the logistics system andnetwork to provide space at the appropriate ground station. For example,the logistics system can reserve a space for an incoming vehicle or makea space available to other vehicles.

In certain embodiments, new waypoints can be provided to the UAV at anytime by the logistics system and network. For example, not all of themission waypoint need to be loaded into the UAV before it starts itsmission. In an embodiment, the logistics system and network coordinatestraffic by providing new waypoints to a UAV during a mission that areknown to be collision free. These communications between the UAV and thelogistics system and network can withstand long latencies incommunications and require very low bandwidth in some embodiments.

The vehicle routing module 420 can include a routing algorithm. Therouting algorithm can calculate the best route for moving a UAV frompoint to point. The routing algorithm can take into considerationfactors such as, the distance, UAV capacity, ground station capacity,power levels, and battery availability to determine an appropriatevehicle route. In certain embodiments, the vehicle routing module 420can also store information from previous flights to create a route. Forexample, a pilot can operate a UAV on a mission and the correspondingflight path can be used in the routing algorithm.

In addition to routing, the logistics system can include vehicletracking 424. The vehicle tracking 424 communicates with one or moreUAVs or ground stations to determine information about the UAVs. Forexample, the UAVs can report their current location and status. Thevehicle tracking module 424 can keep track of the UAVs and allow thedelivery system 400 to perform higher level functions, such as, forexample, load distribution, coordinated deliveries, and other higherlevel functions.

The logistics system and network can optionally include a control room.The control room can be used to oversee a delivery system or portions ofa delivery system. The control room, for example, can allow a remotepilot to fly a UAV. The control room can also permit user selection ofan area of the network to be monitored or suspended.

In an embodiment, the UAVs can comprise a swarm of autonomous vehicles.The swarm can have functions that are not practical using individualUAVs. For example, a swarm of UAVs can be tasked with a mission thatinvolves several autonomous UAVs that develop collective behavior. Sucha use of the delivery system can promote scalability or other functions,such as increasing the likelihood of a successful delivery in a hostileenvironment by tasking multiple UAVs.

The logistics system and network 400 can also include a module tomonitor and predict weather 428. The ability to monitor and predictweather 428 allows the delivery system to optimally fly the UAVs toavoid adverse weather conditions, for example. Adverse weatherconditions can include wind, rain, sleet, snow, hail, temperatureextremes, or other aspects of the weather. Additionally, the module thatmonitors and predicts weather 428 can inform the system about moreoptimal flight conditions. For example, while a UAV may be capable offlying in a given headwind, it may be more efficient to wait to conductthe flight until the headwind condition has reduced or has subsided.

The weather monitoring and prediction module 428 can be based oninformation received at one or more ground stations. As describedelsewhere, the ground stations can collect information about localweather conditions. The weather monitoring and prediction module 428 canobtain this information from a ground station to help determine flightinformation. The module 428 can also obtain information from a number ofground stations and aggregate that information. For example, byanalyzing data from a number of ground stations, the logistics systemand network 400 can create more advanced weather models for a location,area, or region. These weather models can be more accurate thatinformation collected from readily available sources. In an embodiment,the network 400 provides weather information as a service. In such anembodiment, a third party could request weather information the network400.

The weather monitoring and prediction 428 can also be based oninformation available from external sources. For example, the weathermonitoring and prediction 428 can communicate via the Internet to obtainweather information. This information can be obtained from weatherservices that provide the information to the general public or based oninformation that is available through a paid service. The weathermonitoring and prediction 428 can use such information or can combine itwith other sources such as other weather services or data from groundstations to create a weather model or to make a determination about theviability or efficiency of a route.

The logistics system and network 400 can also provide for packagerouting 430. For example, a package may need to move from one groundstation to another directly or through a series of different groundstations. The package routing 430 module can decide on an appropriateroute or path for a package. It can also ensure that the delivery systemoperates within its capacity. For example, to accommodate the capacityof the system, the route for a package may not be the route with thefewest number of hops or the least distance traveled. Alternatively, theroute for a package can include intentional delay to allow for a moreefficient route to become available for use. To ensure that the systemis operating with capacity, the package routing module 430 can take intoaccount a number of factors, such as, for example, the number of UAVs,their position, the capacity of particular UAVs, ground station status,ground station capacity, maximum ground station package size, energy,cost, battery availability, battery charge state, whether a route is inuse, whether the system has grounded a route, distance, route capacity,package size, as well as avoiding areas of the delivery network that maybe damages or unusable for weather or other reasons.

The package routing module 430 can include artificial intelligence. Forexample, the package routing module 430 can leverage technology such asInternet packet routing logic. That packet routing logic can be enhancedto accommodate for the complexity of the physical world while performingroute calculations. For example, the package routing logic can take intoaccount factors such as weather, time of day, or other factors that maynot be as relevant to Internet packet routing logic. The package routing420 module can also leverage CPU and storage technologies to enhance itscapabilities, for example, by storing past performance data andanalyzing it for future use. In an embodiment, the package routingmodule 430 makes a change to package routing based upon the pastperformance of a UAV on a known route.

In certain embodiments, the logistics system and network 400 is capableof tracking every package, UAV, ground station, and battery in thedelivery system. The package tracking module 434 provides for trackingof the packages in the delivery system. The package tracking module 434can provide, for example, the current location of the package, themovement history of the package, an estimated delivery time, physicalinformation about the package (including the dimensions, weight, andcontent description), the planned route. The package tracking module 434can also provide status alerts to users associated with a package. Forexample, the package tracking module 434 can provide deliveryexceptions, delivery completion notifications, package acceptancenotification, or other suitable information for an end user. Thecommunications can be text messages, emails, voice recordings, statuspostings on a website, data provided to a mobile device application, orother suitable communications. In an embodiment, a tracking module 434provides the last location for a package. The package tracking modulecan communicate with UAVs, ground stations, and other network modules toobtain and to update information about the package. In an embodiment,the communication between the package tracking module and a UAV occurson a low bandwidth connection. In an embodiment, the package trackingmodule communicates with a ground station to receive packageinformation.

The logistics system and network 400 can also provide routeauthorization 438. In certain embodiments, UAVs must be authorizedbefore flying a route. In certain embodiments, a UAV must be authorizedbefore landing at a ground station. In certain embodiments, the UAVcannot take-off without receiving authorization. The route authorizationmodule 438 can obtain information from other portions of the deliverysystem to determine whether to authorize a UAV to fly a particularroute. The route authorization module 438 can also obtain informationfrom outside the delivery system to determine whether to authorize aroute. For example, authorities can provide instructions to the deliverysystem that a particular route or group of routes should not beauthorized.

The logistics system and network 400 can also maintain a database andmap module 440. The map and database provide an interface forinformation about the delivery system, UAVs, packages, ground stations,or other aspect of the delivery system. The map and database 440 canoptionally include a secure web server. The web server can make thedelivery system more easily accessible. For example, aviationauthorities for the region in which a UAV flight occurs can access thedatabase through the web server. This functionality provides onesafeguard against illegal uses of the system. It can also be used toinvestigate tampering with part of the delivery system or stolen UAVs,for example. The database can also be used to determine if certainroutes are repeated, particularly within suspect areas.

The artificial intelligence of the logistics system and network 400 caninclude demand pattern recognition and vehicle positioning 444. Forexample, the software can predict demand patterns to optimally positionUAVs within the delivery network. In an embodiment, usage patterns areused to position UAVs to meet forecast needs. The usage patterns caninclude, for example, frequency of use, time of use, user location, userrequests, or other suitable inputs. By monitoring these inputs or pastuse of the system, the pattern recognition and vehicle positioningmodule 444 can algorithmically determine appropriate locations forlocating delivery system components. In an embodiment, additional groundstations are added based on information obtained from demand patternrecognition. In an embodiment, additional UAVs are added to a segmentbased on demand pattern recognition.

The logistics system and network 400 can also include the ability toauthenticate a user with user authentication 448. The userauthentication 448 can include user identifiers such as a user name andpassword, biometric data, a mobile phone number, email address, RFIDdevice, or other suitable identifier. For example, the userauthentication 448 can provide a visual pattern for a user to provide tothe system as an identifier. In certain embodiments, the visual patterncan be printed on a piece of paper. In an embodiment, the visual patterncan be displayed on a cell phone, tablet, or other portable computingdevice. In an embodiment, a user authenticates himself to the userauthentication module 448 using a username and password. In anembodiment, a user authenticates herself to the user authenticationmodule 448 using a fingerprint scan.

In certain embodiments, the logistics system and network 400 includes acapacity management module 450. The capacity management module 450determines the capacity for each station, UAV, and route. By providingthis functionality the delivery system can be optimized for example, forthe speed of delivery or the cost of delivery. For example, certainroutes may be more expensive at certain times. By moving capacity toless expensive routes at less expensive energy times, the deliverysystem can help optimize the cost of delivery. The capacity managementmodule 450 can also match the supply of UAVs to demand. The capacitymanagement module 450 can optimally position UAVs to correspondingplaces in the delivery network.

In certain embodiments, the logistics system and network 400 includes anenergy management module 454. The energy management module 454 canmanage the energy levels across the delivery system. For example, theenergy management module 454 can manage the energy levels and demandsfor ground stations. As another example, the energy management modulecan provide energy information to be used in planning flights and routesfor the UAVs. This can include an analysis of existing energy levels,projected needs, battery state, energy costs, and other factors relevantto energy management. The energy management module 454 can also shutdown portions of the delivery network, such as individual groundstations or UAVs, to maximize the efficient use of energy. The energymanagement module 454 can also change station activity levels so thathigher energy usages occur at times when energy costs are least. Forexample, the charging of batteries can be time shifted to times orlocations with lower projected energy costs.

The logistics system and network 400 can also include a node controlmodule 458. The node control module 458 can be centralized, distributed,or both. For example, the node control 458 can be provided for anindividual ground station. The node control 458 can also control a groupof ground stations that are associated in some way. For example, theground stations can be associated geographically, by UAV routes, bydelivery network, or other suitable associations. The node controlmodule 458 can provide the ability to activate or deactivate nodes ofthe delivery system. In an embodiment, node control module 458 providesfor deactivation of a node based on weather conditions. In anembodiment, node control module 458 provides for deactivation of a nodebase on reliability concerns.

A third party interface 460 can allow the delivery system to interfacewith third party software. For example, the third party interface 460can provide tracking information to a device or application that isexternal to the delivery system. In an embodiment, third party interface460 provides a communications interface for an application running on amobile phone, tablet, or other computing device. In certain embodiments,third party interface 460 provides the ability for a user to scheduledelivery or pickup of a package using the delivery system.

The logistics system and network 400 can also provide for ground stationstatus and control 464. Many of the ground station operations aredescribed elsewhere with respect to the ground station portion. Theground station status and control module 464 can provide theseoperations and coordinate them with the delivery system. For example,the ground station status and control module 464 can provide for groundstation package and UAV handling. The module 464, for example, canprovide sorting and storing packages, package loading and unloading,managing take-off and landing, planning UAV flight routes, communicatingwith the UAVs, updating flight route plans (both before and during aflight mission), and other suitable functions. In certain embodiments,the ground station status and control module 464 can include artificialintelligence to optimize its functions. The ground station status andcontrol module 464 can also control robotics associated with the groundstation for movement of UAVs, packages, and batteries in the physicalspace of the ground station. The ground station status and controlmodule 464 can leverage warehouse management technologies as a basicframework for operation.

The battery status module 468 provides for the control and monitoring ofbatteries and battery information in the delivery network. For example,the battery status module 468 can provide information about thelocation, charge level, number of cycles, dimensions, capability,current charge state, and other suitable information about each batteryin the delivery system. The battery status module 468 can also makedecisions about when and how to charge batteries. For example, certainbatteries benefit from specific charging or discharging patterns. Thebattery status module 468 can provide this information to the charginglocation to make sure that each battery is charged properly. The batterystatus module 468 can also provide information to the delivery networkabout the specific battery that should be used for each flight mission.The module 468 can also make recommendations about replacement ofbatteries within the delivery network.

Transportation Network Topology Example

FIG. 5 shows a topology diagram for an embodiment of a transportationnetwork including a plurality of ground stations. The embodiment shownin FIG. 5 includes two clusters of ground stations, the ground stations520 and ground stations 530. In this shown embodiment, there are shortrange routes 550 between ground stations 520 and short range routes 560between ground stations 530. The short range routes 550 and 560 can beserved by UAVs that are optimized for the short range routes. There arealso long range routes 570 between ground stations 520 and 530. The longrange routes 570 can be served by UAVs that are optimized for longerrange routes. For example, quadcopter UAVs can be used for short rangeroutes and fixed wing UAVs can be used for long range routes. In anembodiment, the same UAV is used for a short range route and for a longrange route. In an embodiment, a higher capacity battery is used for along range route.

FIG. 5 also shows how a transportation network can be expanded. A newground station 524 can be added to the transportation network. When newground station 524 is added, new short range routes 580 are added toappropriate ground stations in the cluster of ground stations 520. Newlong range routes 590 are added to appropriate ground stations in thecluster of ground stations 530. The transportation network is therebyexpanded. This expansion, for example, can serve a new location. Incertain embodiments, the ground station can be within the payloadcapacity of a UAV. The UAV can position or reposition the ground stationsuch that the delivery network becomes a self-building network. In anembodiment, a self-building network is used to create a first responsenetwork.

The delivery network can share the design principles of the internet.The network can be a decentralized and can be a peer-to-peer networkthat is built by its users. For example, if two users within the rangeof the available UAVs install ground stations and have at least onevehicle available they instantly create a mini-delivery network. Or, asjust described with respect to FIG. 5, when anyone installs a new groundstation that is within range of an existing network is installed, thenetwork is instantly reconfigured and the new station becomes part ofit. Like the Internet, the delivery system achieves high-volumetransportation by transporting a very large number of small packages(rather than a smaller number of big packages). A delivery of matterthrough the delivery system, may be arriving from a multiple origins and“assembled” at the point of delivery, similar to how informationarriving at one's internet browser today, may be arriving from multiplesources around the globe. In this internet analogy of the deliverysystem, packages are analogous to information packets, internet routersto ground-stations; and UAVs to copper lines, optical fiber or wirelessnetworks.

Example of Delivery System in Use

FIG. 6 shows a visual flow chart of an embodiment of the delivery systemin use. In the example shown in FIG. 6, a first user uses the deliverysystem to send a package to a second user 690. The first user and seconduser 690 can be separated by a distance of kilometers, for example. Touse the system to deliver an object, the first user walks to a groundstation 640. The user identifies herself to the system with userinterface 630 and places the object inside ground station 640 through aninterface 620. Optionally, ground station 640 can include an automatedrobotic system that takes the package either in a standard box or placesthe package into a standard box and stores it in a slot waiting for aUAV 650 to arrive. When UAV 650 is approaching the station, the objectmoves into a loading area 630. The UAV 650 picks up a payload containinga package with the object automatically, swaps its battery for a fullycharged one and starts its trip to the destination ground station 680.While UAV 650 is leaving the station, another UAV can arrive to deliveranother package, and many other UAVs can transport packages around thenetwork that cover the network.

The UAV 650, after it leaves ground station 640, can reach one or morewaypoints 654 that help it navigate. It autonomously follows a rout 660to a last waypoint 670. At the last waypoint 670, UAV 650 communicateswith destination ground station 680. Destination ground station 680provides UAV 650 with information that will help it navigate preciselyto ground station 680 and land. Once UAV 650 autonomously lands atdestination ground station 680, the UAV 650 unloads the package intoground station 680. The package can then be moved automatically into awaiting slot.

The system can then communicate with user 690. For example, the systemcan send a text message, email, or other notification to user 690,informing that there is an object for him in the station. User 690 canalternatively receive updates from the system throughout the process, sothat user 690 is kept up to date regarding the status of the delivery.

To receive the package, user 690 walks to the station, identifiesherself and takes the package.

Operation Without Ground Station

In certain embodiments, the delivery system can be used without a groundstation. For example, the delivery system can be used to deliver apackage to an area that does not yet have a ground station in place. Insuch an embodiment, a user can provide the information necessary to planand execute the flight mission. For example, the user can provide thepick up location, drop off location, weight and dimensions of thepackage, and other relevant information.

The logistics system and network can then determine a UAV suitable forthe mission and plan a flight path. The selected UAV can execute theflight plan, either delivering a package to the location without aground station or flying to the location to pick up a package. Thesystem can then notify the user to interact with the UAV. The user canidentify herself to the vehicle, for example, using a cell phone. Theuser then can place the package on the UAV or receive the package fromthe UAV. The vehicle can optionally include a scanner to check forexplosive or dangerous materials. If such materials are detected, theUAV can abort the mission. The user can then inform the logistics systemthat the UAV is ready to depart. The logistics system then sends acommand for the UAV to take-off and fly to a known ground station.

Delivery System Proceeds Distribution

In an embodiment, the delivery system is an open, decentralizedinfrastructure system that allows quick deployment in many differentareas simultaneously. Components of the system can be owned by differentparties. For example, different entities can own ground stations and theUAVs. The logistics system and network can be operated by yet anotherentity. When the delivery system is used, the revenue generated by thesystem can be divided between the various entities. For example, theproceeds can be split such that one percentage goes to the owner of afirst ground station, a second percentage goes to the owner of a secondground station, a third percentage goes to the owner of the UAV, and afourth percentage goes to the owner or operator of the logistics systemand network. In an embodiment, the logistics system and network ownercharges a percentage for its use. In an embodiment, the logistics systemand network owner charges a fee for its use. In certain embodiments, thefee or percentage for the logistics system and network owner is based oneach flight authorized by the logistics system and network.

Metropolitan Area Delivery Network Example

The delivery network can be deployed, for example, over a metropolitanarea. Such a delivery network could provide for efficient urbantransport. It could also provide for express delivery, for example, forgood purchased electronically. For example, in a delivery networksubstantially covering Los Angeles could include a 50 km by 50 kmcoverage area. Ground stations could be advantageously positioned withapproximately a 1 km spacing. In such an embodiment, an average shipmentmight be approximately 10 km. A system based on the delivery networkcould average hundreds of thousands of shipments per day. Such a systemcould potentially provide delivery within the hour, at virtually anytime of day, virtually anywhere in its coverage area, regardless oftraffic. The good transported by such a system could include, forexample, e-commerce small goods and electronics, diagnostics (forexample, samples or tests for the medical field), documents, food, orother suitable packages. In an embodiment, the weight of the package isless than 5 kg. The system could advantageously provide for highfrequency or time sensitive deliveries. The cost of such a deliverysystem can depend on factors such as, for example, the cost of the UAVs,the costs of UAV maintenance, the lifespan of the UAVs, the groundstation cost, the cost of ground station maintenance, the lifespan ofthe ground stations, and the cost of a logistics system. For example,certain assumptions can be made to determine a projected cost of thedelivery system. In an embodiment, the average vehicle life is 3 years,with a maintenance cost of $100 per year. In an embodiment, the vehiclecost is approximately $3,000. In an embodiment, the average groundstation life is 3 years, with a maintenance cost of $100 per year. In anembodiment, the ground station cost is approximately $3,000. In the LosAngeles example, the area covered is 2,500 square kilometers. A networkcould be developed with approximately 2,150 UAVs and 2,000 groundstations. In an embodiment, there are 2,144 vehicles and 1,925 groundstations. This results in approximately 1.11 UAVs per station. In anembodiment, the vehicle range is approximately 5 km. If the averageshipment distance is 10 km, the vehicles could average approximately 2hops per shipment. Assuming the UAV must fly these two hops pershipment, an approximate costs for the shipment could be $0.50.

In addition to the ground stations, UAVs, and logistics system, andurban network might also include a control room. The control room couldbe staffed with a number of operators working in shifts. Each operatorcould be responsible for overseeing a fairly large number of vehicles.For example, each operator could oversee 100 UAVs. In such anembodiment, for the Los Angeles example, the total cost per shipmentcould be approximately $0.50. That cost per shipment could includevehicle costs, station costs, battery costs, energy cost, staffoperators, and some overhead for the logistics system.

Delivery Network For The Transportation of Diagnostic Samples,Medicines, and Medical Supplies Example

The delivery network also can be deployed, for example, over ageographic area to provide for the transportation of diagnostic samples,results, medicines and medical supplies. Such a delivery network couldprovide for reliable, timely, and low cost transportation. The deliverynetwork can also provide for delivery of these assets without requiringessential personnel to abandon their tasks to transport the assets backand forth. For example, the delivery network could provide fortransportation of goods between Units of Primary Attention (UNAPs) andHealth Centers (HCs—rural clinics, dispensaries, polyclinics, sanitarycenters, diagnostic centers, hospitals), to overcome hard-to-accesslocations, infrastructure conditions and less efficient distributionschedules. In an embodiment, the delivery network is a temporary networksetup in a disaster relief area. In an embodiment, the delivery networkis located in hard-to-access locations. In an embodiment, the deliverynetwork is at least partially located in a mountainous area. In certainembodiments, the delivery network is located where road infrastructureis inefficient or non-existent. In certain embodiments, the deliverynetwork is configured to operate with low budgets to support itsbuilding and maintenance. Such a system could also allow the exchange ofother goods through the network once it is configured.

The delivery network can be deployed based on a social franchise model.For example, a community can contribute to the network's operations andscalability, by providing technical capabilities or support, forexample, running, maintaining, or repairing the network. The deliverynetwork could therefore provide new income opportunities for localoperators.

The preceding examples can be repeated with similar success bysubstituting generically or specifically described operating conditionsof this disclosure for those used in the preceding examples.

Although the disclosure has been described in detail with particularreference to these preferred embodiments, other embodiments can achievethe same results. Variations and modifications of the present disclosurewill be obvious to those skilled in the art and it is intended to coverall such modifications and equivalents.

Embodiments have been described in connection with the accompanyingdrawings. However, it should be understood that the figures are notdrawn to scale. Distances, angles, etc. are merely illustrative and donot necessarily bear an exact relationship to actual dimensions andlayout of the devices illustrated. In addition, the foregoingembodiments have been described at a level of detail to allow one ofordinary skill in the art to make and use the devices, systems, etc.described herein. A wide variety of variation is possible. Components,elements, and/or steps can be altered, added, removed, or rearranged.While certain embodiments have been explicitly described, otherembodiments will become apparent to those of ordinary skill in the artbased on this disclosure.

Conditional language used herein, such as, among others, “can,” “could,”“might,” “may,” “e.g.,” and the like, unless specifically statedotherwise, or otherwise understood within the context as used, isgenerally intended to convey that certain embodiments include, whileother embodiments do not include, certain features, elements and/orstates. Thus, such conditional language is not generally intended toimply that features, elements and/or states are in any way required forone or more embodiments or that one or more embodiments necessarilyinclude logic for deciding, with or without author input or prompting,whether these features, elements and/or states are included or are to beperformed in any particular embodiment. The terms “comprising,”“including,” “having,” and the like are synonymous and are usedinclusively, in an open-ended fashion, and do not exclude additionalelements, features, acts, operations, and so forth. Also, the term “or”is used in its inclusive sense (and not in its exclusive sense) so thatwhen used, for example, to connect a list of elements, the term “or”means one, some, or all of the elements in the list. Conjunctivelanguage such as the phrase “at least one of X, Y and Z,” unlessspecifically stated otherwise, is otherwise understood with the contextas used in general to convey that an item, term, etc. may be either X, Yor Z. Thus, such conjunctive language is not generally intended to implythat certain embodiments require at least one of X, at least one of Yand at least one of Z to each be present.

Depending on the embodiment, certain acts, events, or functions of anyof the methods described herein can be performed in a differentsequence, can be added, merged, or left out altogether (e.g., not alldescribed acts or events are necessary for the practice of the method).Moreover, in certain embodiments, acts or events can be performedconcurrently, e.g., through multi-threaded processing, interruptprocessing, or multiple processors or processor cores, rather thansequentially. In some embodiments, the algorithms disclosed herein canbe implemented as routines stored in a memory device. Additionally, aprocessor can be configured to execute the routines. In someembodiments, custom circuitry may be used.

The various illustrative logical blocks, modules, circuits, andalgorithm steps described in connection with the embodiments disclosedherein can be implemented as electronic hardware, computer software, orcombinations of both. To clearly illustrate this interchangeability ofhardware and software, various illustrative components, blocks, modules,circuits, and steps have been described above generally in terms oftheir functionality. Whether such functionality is implemented ashardware or software depends upon the particular application and designconstraints imposed on the overall system. The described functionalitycan be implemented in varying ways for each particular application, butsuch implementation decisions should not be interpreted as causing adeparture from the scope of the disclosure.

The various illustrative logical blocks, modules, and circuits describedin connection with the embodiments disclosed herein can be implementedor performed with a general purpose processor, a digital signalprocessor (DSP), an application specific integrated circuit (ASIC), afield programmable gate array (FPGA) or other programmable logic device,discrete gate or transistor logic, discrete hardware components, or anycombination thereof designed to perform the functions described herein.A general purpose processor can be a microprocessor, but in thealternative, the processor can be any conventional processor,controller, microcontroller, or state machine. A processor can also beimplemented as a combination of computing devices, e.g., a combinationof a DSP and a microprocessor, a plurality of microprocessors, one ormore microprocessors in conjunction with a DSP core, or any other suchconfiguration.

The blocks of the methods and algorithms described in connection withthe embodiments disclosed herein can be embodied directly in hardware,in a software module executed by a processor, or in a combination of thetwo. A software module can reside in RAM memory, flash memory, ROMmemory, EPROM memory, EEPROM memory, registers, a hard disk, a removabledisk, a CD-ROM, or any other form of computer-readable storage mediumknown in the art. An exemplary storage medium is coupled to a processorsuch that the processor can read information from, and write informationto, the storage medium. In the alternative, the storage medium can beintegral to the processor. The processor and the storage medium canreside in an ASIC. The ASIC can reside in a user terminal. In thealternative, the processor and the storage medium can reside as discretecomponents in a user terminal.

While the above detailed description has shown, described, and pointedout novel features as applied to various embodiments, it will beunderstood that various omissions, substitutions, and changes in theform and details of the devices or algorithms illustrated can be madewithout departing from the spirit of the disclosure. As will berecognized, certain embodiments of the inventions described herein canbe embodied within a form that does not provide all of the features andbenefits set forth herein, as some features can be used or practicedseparately from others. The scope of certain inventions disclosed hereinis indicated by the appended claims rather than by the foregoingdescription. All changes which come within the meaning and range ofequivalency of the claims are to be embraced within their scope.Accordingly, the present disclosure is not intended to be limited by therecitation of the preferred embodiments.

What is claimed is:
 1. A delivery system comprising: one or moreunmanned delivery vehicles configured for autonomous navigation; aplurality of ground stations configured to communicate with the one ormore unmanned delivery vehicles and provide location information to theone or more unmanned delivery vehicles to aid in locating a groundstation location; and a processor configured to identify a route from afirst of the plurality of ground stations to a second of the pluralityof ground stations based on geographic data and providing the route tothe one or more unmanned delivery vehicles for use in the autonomousnavigation from the first to the second ground station.
 2. The deliverysystem of claim 1, wherein the one or more unmanned delivery vehiclesare aerial vehicles.
 3. The delivery system of claim 2, wherein theaerial vehicles comprise a fixed wing and a rotor.
 4. The deliverysystem of claim 2, wherein the aerial vehicles comprise a payloadinterface capable of accepting a package for transport on the deliverysystem.
 5. The delivery system of claim 4 wherein the package fortransport is a camera configured to couple to the payload interface. 6.The delivery system of claim 4, wherein the aerial vehicles comprisesafety measures for protecting the package.
 7. The delivery system ofclaim 6, wherein the safety measures include one or more of a parachuteor an airbag.
 8. The delivery system of claim 1, wherein the processoris configured to recognize demand patterns and position the one or moreunmanned delivery vehicles in a location to meet the demand pattern. 9.The delivery system of claim 1, wherein the processor authorizes theroute for the one or more unmanned delivery vehicles.
 10. The deliverysystem of claim 1, wherein the information provided by the groundstations is a pattern on a landing pad.
 11. The delivery system of claim1, further comprising a plurality of batteries for the one or moreunmanned delivery vehicles.
 12. The delivery system of claim 11, whereinthe plurality of ground stations stores and charges the plurality ofbatteries for the one or more unmanned delivery vehicles.
 13. Thedelivery system of claim 1, wherein the geographic data is a series ofwaypoints for use with a global navigation satellites system.
 14. Thedelivery system of claim 13, wherein the information provided by theground station allows the one or more unmanned delivery vehicles toidentify the ground station location with greater accuracy than isprovided by the waypoints.
 15. A ground station for use in a deliverysystem comprising unmanned aerial vehicles, the ground stationcomprising: a landing location configured to receive one or moreunmanned aerial delivery vehicles; a communications interface configuredto communicate with the one or more unmanned delivery vehicles and atleast one additional ground station; and a guidance measure configuredto assist the one or more unmanned delivery vehicles in locating thelanding location.
 16. The ground station of claim 15, wherein theguidance measure comprises a pattern printed on the landing location.17. The ground station of claim 15, wherein the guidance measurecomprises an ultrawideband beacon.
 18. The ground station of claim 15,further comprising a weather monitoring system.
 19. The ground stationof claim 18, wherein the weather monitoring system is capable ofmeasuring the wind speed.
 20. The ground station of claim 15, furthercomprising a robotic system for changing batteries of the one or moreunmanned delivery vehicles.
 21. The ground station of claim 15, furthercomprising a robotic system for changing packages for the one or moreunmanned delivery vehicles.
 22. The ground station of claim 15, whereinthe landing location comprises a cavity capable of physically containinga package.
 23. The ground station of claim 15, wherein the groundstation is portable.
 24. The ground station of claim 15 furthercomprising a solar panel capable of providing power to the groundstation.
 25. The ground station of claim 15, further comprising acharger capable of charging batteries of the one or more unmanneddelivery vehicles.
 26. The ground station of claim 15, wherein thesystem for guiding comprises a series of waypoints for use with a globalnavigation satellites system.
 27. The ground station of claim 26,wherein the system for guiding further comprises a beacon that allowsthe one or more unmanned delivery vehicles to identify a ground stationlocation with greater accuracy than is provided by the waypoints. 28.The ground station of claim 26, wherein the system for guiding furthercomprises a pattern printed on the landing location.
 29. The groundstation of claim 15, wherein the communications interface is furtherconfigured to send to and receive data from a logistics system.
 30. Theground station of claim 29, wherein the logistics system is located on acloud server.
 31. The ground station of claim 29, wherein the logisticssystem is configured to send instructions to the ground station to berouted to the one or more unmanned delivery vehicles.
 32. A computersystem for managing a delivery system of unmanned aerial vehiclescomprising: one or more hardware processors in communication with acomputer readable medium storing software modules including instructionsthat are executable by the one or more hardware processors, the softwaremodules including at least: a vehicle routing module that determines aroute between a first ground station and a second ground station for anunmanned aerial vehicle; a vehicle tracking module that provides thecurrent location of an unmanned aerial vehicle; a package routing modulethat determines a delivery path for a package, the delivery pathincluding the first and second plurality of ground stations; a packagetracking module providing the current location of the package on thedelivery path; and a route authorization module that conditionallyauthorizes the unmanned aerial vehicle to fly the route between thefirst and second ground stations to move the package along the deliverypath for the package.
 33. The computer system of claim 32, wherein thesoftware modules further comprise a weather monitoring module configuredto determine appropriate flying conditions between the first and secondground station and communicate with the route authorization module toauthorize the flight when the conditions are appropriate.
 34. Thecomputer system of claim 32, wherein the vehicle routing module includesstored information from a successful flight of the unmanned aerialvehicle while under the control of a pilot.
 35. The computer system ofclaim 32, wherein the route authorization module is configured to refuseto authorize a flight based on a user command.